Wagon.



2 SHHETS-SKEET 1.

Patented May 28, 1912.

WAGON.

APPLICATION FILED NOV. 9, 1911.

J. K. COLLINS.

W1 TNESSES Ailamey RAP CD.,WASHINOTON D c J. K.'GOLLINS.

WAGON.

APPLICATION FILED NOV. 9, 1911. 1,027,820. Patented May 28, 1912.

2 SHBETSSHEET 2.

IIIIIIl/I/Ml 2. 53 cg; M T 01 CO [NVE/VTOR JCEBYT19$T oo fi QOHWS COLUMBIA PLANOGRAPH co.,wAsmNGTON. 0.1:.

UN 1TH JAMES KOO]? COLLINS, OF IPAWHUSKA, OKLAHOMA.

WAGON.

Specification of Iietters Patent;

Patented May 28,1912.

Application filed November 9, 1911. Serial No. 659,395.

To all whom it may concern:

Be it known that I, J AMES Koor COLLINS, citizen of the United States, residing at Pawhuska, in the county of Osage and State of Oklahoma, have invented certain new and useful Improvements in WVa-gons; and I do hereby declare the following to be a full, clear, and exact description of the inventio-n, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to wagons and more particularly to that class of wagons adapted to have their rear end lowered for the purpose of loading or unloading the wagon.

. An object of the invention is to provide means whereby the rear end of a wagon may be readily lowered for loading or unloading purposes without raising or lowering the front of the wagon.

Another object is to provide mechanism of this character which may be readily and cheaply applied to the ordinary wagon now in use.

A further object is to provide mechanism of this character which may be controlled by the driver without the latter leaving his seat.

Other objects and advantages will be hereinafter set forth and pointed out in the specification and claims.

In the accompanying drawings which are made a part of this application, Figure 1,

is a side elevation of the rear portion of.

a wagon with my improved lowering and raising means applied thereto, Fig. 2, is a slightly enlarged fragmentary view of the channel bar which is secured to either side of the wagon near the rear end thereof, Fig. 3, is a sectional view on the line 33, Fig. l,

Fig. 41, is a rear view of the wagon, and,

Fig. 5, is an enlarged sectional view on the line 55, Fig. 1.

Referring more particularly to the drawings in which similar reference numerals designate corresponding parts throughout the severals-views, 1 represents the sides of the wagon and 2 the rear axle which stops short at the opposite sides of the vehicle.

Riveted or otherwise secured to each side land projecting for some distance above the same is a channel bar'3. Each channel bar 3 extends below the side 1 to which it is secured and has its lower end secured to the end of the rear axle 2, as shown at 4. De-

. understood.

pending from the lower end a of each 'channel bar 3 are the locking bolt holding straps 5, through which the locking bolts 6 operate, as will be later clearly described,

Each channel bar 3 is provided with the longitudinal grooves 7 in the opposed faces .of the parallel portions 8 thereof and ex tending from end to end of said bars. The grooves 7 are adapted to accommodate the guide plate 9, the opposite side edges of which are engaged in the grooves 7. One of the portions 8 of each channel bar is provided, inwardly of the grooves 7, with the rack gear 10, the purpose of which will presently appear.

Rigid with the upperends of the guide plates 9 is the horizontal bar 11 which serves to hold the plates 9 in proper position and relation to one another. Secured at the junction of the upper end of each plate 9 with the horizontal bar 11, is a casting 12 having a perforated car 13, projecting upwardly from the corner thereof.

Mounted within the perforated ears 13 is the rocking bar 1 1 which projects a short distance to either side of the wagon and has its opposite ends bent at an angle, as shown The friction wheel 20 is keyed to the shaft 19 for rotation therewith and longitudinal movement thereupon. The friction wheel 20 preferably has one face beveled for engagement with the corresponding beveled face of the sprocket wheel 23 loosely mounted upon the shaft 19, near the outer end thereof, when said friction wheel 20 is forced outwardly by operating the clutch controlling lever 17 The short shaft 19 has its inner end projected through the plate 9 and mounted upon this end is the pinion 24; which is adapted for engagement with the rack 10 to control the raising and lowering of the rear end of the wagon, as will be later clearly Projecting at an angle from is fastened upon the inner face of the wheel,

by means of any suitable fastenings 31. Working over each sprocket 30 and the sprocket wheel 23 positioned thereabove is a sprocket chain 32 through which the sprocket wheels 23 may be rotated when the rear wheels 29 are revolved. When the clutches are thrown in to hold the friction wheels 20 against the sprocket wheels 23, the short shafts 19 will be rotated and cause the pinions 24 to work upon the rack gears 10to draw the rear end of the wagon upwardly to its normal position, thus bringing the rear axle 2 into alinement with the spindles 28.

Any suitable form of brake-shoe 83 may be employed to prevent rotation of the rear wheels 29 when the vehicle is not in motion. The rear axle 2 and the rear end of the wagon are held in proper elevated position by means of the locking bolts 6, previously mentioned, the forward ends of which engage in suitable openings in the lower ends of the guide plates 9 and in the lower castings 27. The locking bolts 6 are of such form and positioned through the straps 5 in such manner as to prevent said bolts from working out and becoming lost. The locking bolts 6 are shown as provided with enlargements 6 between the straps 5 to limit the movement of said bolts in either direction. The bolts are also provided with bent ends 6", by means of which they may be readily drawn from engagement with the guide plates 9 and castings 27 or forced into engagement therewith.

It will be evident that the rear axle of any ordinary vehicle may be removed or the ends thereof cut off and the herein described mechanism attached to the vehicle to convert the same into the style of vehicle herein illustrated and thus adapt the same for ready loading or unloading.

When it is desired to load or unload a Wagon equipped with my improved mecha nism, the driver tightens the cable or rod 26 to throw the clutch member 18, to move the friction wheel 20 against the sprocket wheel 23, after the brake-shoes 33 have been applied to the rear wheels 29 of the wagon. The locking bolts 6 are then drawn from engagement with the guide plates 9 and casting 27 upon the lower ends thereof and the rod or cable 26 slakened to allow the rear end of the wagon to move downwardly, the

channel bars 3 sliding downwardly upon the guide plates 9. By holding the friction wheel 20 against the face of the sprocket wheel 23, the same may be caused to act as a brake and retard the downward movement bf the rear end of the vehicle and thus prevent a sudden jar which would otherwise be caused by the rear end of the wagon striking the ground with great force.

It will be seen that the wagon may be readily loaded or unloaded while in this po sition and that the driver will not be compelled to leave his seat for loading or unloading operation, as the front of the wagon will remain in substantially the same position at all times.

Then it is desired to return the rear end of the wagon to its normal position, the cable or rod 26 is made taut and the brakeshoes drawn from against the periphery of the rear wheels 29, the wagon is then moved forward causing the rear wheels 29 to re volve and thus rotate the short shaft 19 through the sprockets 30 and 23, the sprocket chain 32 and the friction wheel 20. As the pinions 24 are rigid upon the shafts 19, said pinions will work upon the racks 10 to move said racks and channel bars, with which the racks are rigid, in an upward direction to draw the rear end of the wagon upwardly to its normal position. WVhen the rear end of the wagon is returned to its normal position, the locking bolts 6 may be again driven into place to hold said rear end against downward movement. The friction wheels 20 are again allowed to move away from the sprocket wheels 23, thus allowing the vehicle to be moved from place to place as desired, the rotation of the wheels having no effect whatever upon the controlling means for the rear end of the vehicle.

It will thus be evident that this mechanism will be of especial advantage when loading or unloading grain, live stock, baggage or in fact anything which may be transported in a wagon.

lVhat I claim is:

1. The combination with a wagon having channel bars positioned vertically upon its opposite sides, an axle carried by the lower ends of the channel bars beneath the wagon bottom, said channel bars projecting above the wagon body; of guide plates engaged in the channel bars and projecting above the latter, means for connecting the upper ends of the guide plates and bracing the same, said channel bars being adapted for movement vertically upon the guide plates to raise or lower the wagon body by which said channel bars are carried, means carried by the guide plates for supporting the wheels of the wagon, and means carried by the wheels of the wagon and the guide plates for moving the channel bars upon said guide plates to raise or lower the wagon bed.

2. The combination with a wagon bed, rear wheels, rear axle and separate spindles; of channel bars positioned upon the wagon bed near its rear end, the lower ends of the channel bars being secured to the opposite ends of the rear axle, guide plates within the channel bars and projecting above the latter, the separate spindles being secured to the lower ends of the guide plates, the rear wheels being. positioned upon the spindles, the channel bars being adapted to move downwardly upon the guide plates to lower the rear end of the wagon and the rear axle between the separate rear spindles and rear wheels, and means carried by the rear wheels and the guide plates for returning the channel bars to their normal positions during forward movement of the vehicle.

3. The combination with the rear portion of a wagon bed, rear axle, separate rear spindles, rear wheels upon the spindles, and the brake for the rear wheels; of guide plates having their lower ends secured to the separate spindles, guide channels carried by said rear portion of the wagon bed and positioned vertically upon opposite sides thereof, said guide channels being engaged over the vertical edges of the guide plate and adapted for movement upon the latter, the lower ends of the channel bars being secured to the opposite ends of the rear axle inwardly ofthe spindles, means for strengthening the guide plates and their connecting means at the upper ends of said guide plates, the channel bars being adapted to move downwardly upon the guide plates when the brake is in engagement with the rear wheels to prevent rotation of the latter, means carried by the guide plates for returning the channel bars to their normal positions during forward rotation of the rear wheels, and connections between the rear wheels and the channel bar returning means to operate the latter.

4:. The combination with the rear portion of a wagon bed, rear axle, separate rear spindles, rear wheels upon the spindles, and the brake for the rear wheels; of guide plates having their lower ends secured to the separate spindles, guide channels carried by said rear portion of the wagon bed and positioned vertically upon opposite sides thereof, said guide channels being engaged over the vertical edges of the guide plates and adapted for movement upon the latter, the lower ends of the channel bars being secured to the opposite ends of the rear axle inwardly of the spindles, means for strengthening the guide plates and their connecting means at the upper ends of said guide plates, the channel bars being the channel bar returning means and for re-- tarding downward movement of said channel bars on the guide plates.

5. The combination with the rearportion of a wagon bed, rear axle, separate rear spindles, rear wheels upon the spindles, and the brake for the rear wheels; of guide plates having their lower ends secured to the separate spindles, guide channels carried by said rear portion of the wagon bed and positioned vertically upon opposite sides thereof, said guide channels being engaged over the vertical edges of the guide plates and adapted for movement upon the latter, the lower ends of the channel bars being secured to the opposite ends of the rear axle inwardly of the spindles, means for strengthening the guide plates, the channel bars being adapted to move downwardly upon the guide plates when the brake is in engagement wit-h the rear wheels to prevent rotation of the latter, means carried by the guide plates for returning the channel bars to their normal positions. during forward rotation of the rear wheels, connections between the rear wheels and the channel bar returning means to operate the letter, and means carried beneath the lower ends of the axle and adapted for engagement with the lower ends of the guide plates to lock the axle in alinement with the spindles and retain the channel bars in their normal positions.

In testimony whereof I have singed my name to this specification in the presence of two subscribing witnesses.

JAMES KOOP COLLINS.

WVitnesses:

JOHN LOGAN MILLER, FRANCES M. WVILsoN.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G. 

